Completing the Network

Transcription

1 Regional Bicycle Plan Completing the Network April, 2008 DRAFT SANTA BARBARA COUNTY ASSOCIATION OF GOVERNMENTS 260 North San Antonio Road, Suite B Santa Barbara, CA Phone: (805) Fax: (805)

2 2007 SBCAG Regional Bike Plan, Santa Barbara County Table of Contents Chapter 1 Page Introduction 1-1 Purpose of Plan 1-1 Background 1-2 Setting 1-2 Bicycle Trends in Santa Barbara County 1-3 Relationships to Other Plans 1-4 Status of Local Bicycle Elements and Plans 1-5 State Requirements for the Plan 1-6 Major Recommendations of Plan 1-6 Community Input 1-7 Overview of Plan 1-8 Chapter 2 Bikeway Design Standards Introduction 2-1 Bikeway Classification Descriptions 2-1 Off-Street Paths (Class I Bikeways) 2-1 On-Street Bike Lanes (Class II Bikeways) 2-3 Shared Use Bike Routes (Class III Bikeways) 2-4 Other Bikeway Types 2-5 Unmarked Mixed Flow Streets 2-5 Multi-Purpose Class II bikeways 2-5 Bicycle Boulevards 2-6 Unpaved Trails (Class IV bikeways) 2-6 Innovative Bikeway Treatments 2-7 Colored Bike Lanes 2-7 Contra-flow Bike Lanes 2-8 Sharrows 2-8 Other Bikeway Improvements 2-9 Drainage Grates 2-10 Railroad Crossings 2-10 Roundabouts/Traffic Circles 2-10 Improved Signal Detection 2-11 Intersections and Freeway Crossings 2-12 Conclusion 2-13 Chapter 3 Regional Bikeway Network Introduction 3-1 Current State of Regional Bikeway Network 3-2 Bikeway Network Development 3-2 Design Guidelines 3-2 Illustrative Projects 3-3 Route Selection Criteria 3-3 Cyclist Population 3-3

3 Chapter 3 Regional Bikeway Network (Continued) Page Completing the Network 3-4 Connecting Missing Links 3-4 Signage and Connections 3-6 Bikeway Network Maintenance 3-7 Conclusion 3-7 Chapter 4 Parking and End-of-Trip Facilities Introduction 4-1 Bicycle Parking Definitions 4-2 Bicycle Racks 4-2 Bicycle Lockers 4-2 Other Secure Bike Parking Facilities 4-3 Showers and Changing Facilities 4-5 Multi-modal Facilities 4-5 Bicycles and Transit 4-5 Park-And-Ride Lots 4-6 Passenger Rail and Airports 4-6 Conclusion 4-6 End-of-Trip Facilities Definitions 4-8 Chapter 5 Education, Encouragement and Enforcement Introduction 5-1 Education 5-2 League Certified Instructors (LCIs) 5-2 CycleSmart Bicycle Education Program 5-2 Youth Education Programs 5-2 Safe Routes to School 5-2 Adult Education Programs 5-4 Motorist Education 5-4 Encouragement 5-4 Bike Week/Bike to Work Day 5-4 Team Bike Challenge 5-4 Community Bicycle Programs 5-4 Enforcement 5-5 Other Bicycle Resources 5-5 Bike Maps 5-5 Low Cost/Free Helmets & Bike Lights 5-5 Bike Clubs 5-5 Conclusion 5-5 Chapter 6 Funding Introduction 6-1 Federal Sources 6-1 State Sources 6-2 Local Sources 6-3

4 Chapter 7 Policies and Recommendations Page Introduction 7-1 Regional Bike Plan Goals 7-1 Goal 1 Completing the Bicycle Network 7-1 Goal 2 Inter-Modal Connections 7-3 Goal 3 Standardized Policies & Guidelines 7-3 Goal 4 Education & Public Awareness 7-4 Goal 5 End-of-Trip & Destination Facilities 7-5 Monitoring Program 7-5 Figures Figure 1 Santa Barbara County Regional Map 1-2 Figure 2a Bikeway Classification Class I 2-2 Figure 2b Bikeway Classification Class II 2-4 Figure 2c Bikeway Classification Class III 2-5 Figure 3 Common Bicycle Parking Racks 4-4 Figure 4 Example of Promotional Material on Safe Bicycling Practices 5-3 Tables Photos Table 1 Santa Barbara County s Population/Forecast through Table 2 Countywide Bicycle Commute Trends from U.S. Census Data 1-3 Table & 2000 City and CDP Bicycle Commuter Trends 1-4 Table Primary & Secondary Commute Mode Choice 1-5 Table 5 Status of Local Bicycle Elements and Bike Plans 1-6 Table 6a Caltrans BTP Requirements 1-7 Table 6b Recommendations from Public Workshops 1-9 Table 7 Advantages & Disadvantages of Class I Bike Paths 2-2 Table 8 Bike Path Recommendations 2-3 Table 9 Bike Lane Recommendations 2-4 Table 10 Advantages & Disadvantages of Class II Bike Lanes 2-4 Table 11 Advantages & Disadvantages of Class III Bike Lanes 2-5 Table 12 Bike Route Mileage by Jurisdiction SBCAG Travel Model 3-2 Photo 1 Class I Bike Path from UCSB to Goleta 1-1 Photo 2 Railroad Crossing Warning 2-1 Photo 3 Class I Bike Path in Lompoc Needing Maintenance 2-3 Photo 4 Class II Bike Lanes, Bath St. in Santa Barbara 2-4 Photo 5 Santa Maria Unmarked, Mixed-Flow Street 2-5 Photos 6 & 7 Bicycle Boulevards 2-6 Photo 8 Multi-purpose Trail II, Railroad Ave. in Santa Maria 2-6 Photo 9 Santa Maria River Levee Trail 2-7 Photo 10 Trail Education Reminders 2-7 Photo 11 Colored Bike Lanes in Copenhagen, Denmark 2-8 Photo 12 Contra-flow Bike Lanes in Santa Cruz, California 2-8 Photo 13 Sharrows 2-9 Photo 14 Hollister Ave. Sharrows 2-9 Photo 15 Solar Lights on Obern Trail 2-9

5 Photo 16a Rubberized Railroad Approach 2-10 Photo 16b City of Lompoc Railroad Crossing Retrofit 2-10 Photo 17a & 17b Bike-specific Traffic Light Sensors 2-11 Photo 18 Typical Urban Roundabout 2-11 Photo 19 State of the Art Video Detection 2-12 Photo 20 Bikeway in Amsterdam 3-1 Photo 21 Bike/Pedestrian Bridge in Lompoc 3-5 Photos 22 & 23 Least Optimal and Most Optimal Class II Bike Plans 3-5 Photos 24 & 25 Missing Link on Alan Hancock Bikeway 3-6 Photo 26 Signage Indicating Direction Change 3-7 Photo 27 Neglected Bike Path 3-7 Photo 28 Bicycle Racks at Santa Maria Town Mall 4-1 Photo 29 Bicycle locked to Light Pole on State Street, Santa Barbara 4-2 Photos 30 Bike Lockers in Santa Maria 4-2 Photos 31 & 32 Other Examples of Secure Bike Parking 4-3 Photo 33 Showering Facility at Casa Nueva 4-5 Photo 34 Breeze Bus with Bike Racks full 4-5 Photo 35 Park & Ride Lot with Bike Lockers 4-6 Photo 36 Amtrak Bike Storage 4-6 Photo 37 Santa Barbara Airport Bike Racks 4-7 Photo 38 Santa Barbara Bike Station 4-7 Appendices: Appendix A: Solvang Bikeway Plan A-1 Appendix B: Bicycle Maps B-1 Appendix C: Existing Major Recreational Facilities C-1 Appendix D: State Bicycle Act D-1 Appendix E: Caltrans Design Standards Bikeway Planning and Design E-1 Appendix F: Public Workshop/ Power Point/Notes F-1 Appendix G: Bibliography and Persons and Organizations Contacted G-1 Appendix H: Acronyms H-1

6 2007 Membership Roster SUPERVISORS Member Supervisorial District SALUD CARBAJAL JANET WOLF BROOKS FIRESTONE (Chair) JONI GRAY JOE CENTENO FIRST DISTRICT SECOND DISTRICT THIRD DISTRICT FOURTH DISTRICT FIFTH DISTRICT CITIES Member Alternate BUELLTON RUSS HICKS DIANE WHITEHAIR Mayor Councilmember CARPINTERIA JOE ARMENDARIZ AL CLARK Councilmember Councilmember GOLETA MICHAEL T. BENNETT JEAN BLOIS Mayor Councilmember GUADALUPE LUPE ALVAREZ (Vice Chair) ARISTON JULIAN Mayor Councilmember LOMPOC DICK DEWEES ANN RUHGE Mayor Councilmember SANTA BARBARA MARTY BLUM IYA FALCONE Mayor Councilmember SANTA MARIA LARRY LAVAGNINO BOB ORACH Mayor Councilmember SOLVANG EDWIN SKYTT LINDA JACKSON Councilmember Mayor EX-OFFICIO (NON-VOTING) MEMBERS CALTRANS DISTRICT 5 RICH KRUMHOLZ 15 th SENATE DISTRICT ABEL MALDONADO 19 th SENATE DISTRICT TOM MCCLINTOCK 33 rd ASSEMBLY DISTRICT SAM BLAKESLEE 35 th ASSEMBLY DISTRICT PEDRO NAVA

7 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY CHAPTER 1: INTRODUCTION Bicycling is a cost effective, energy efficient, clean and healthy way to travel. Santa Barbara County's mild climate and relatively flat terrain within the majority of our major urbanized areas provide an excellent environment for bicycling. Bicycles also provide mobility to residents who don t drive or can t afford cars and can help transit riders more quickly connect to destinations where walking is too far. Growing traffic congestion and the need for a diversified transportation system have lead local jurisdictions to adopt policies that encourage alternative transportation options. This Regional Bicycle Transportation Plan (Regional Bicycle Plan) helps plan a seamless bicycle network that continues between jurisdictions and provides a planning resource for designing safe and efficient bicycle facilities and effective bicycle programs. It also meets the specific bicycle planning requirements of the State of California for participating local jurisdictions using the Regional Bike Plan as an adopted Bicycle Transportation Plan. Purpose of Plan Four major goals are addressed in the Regional Bike Plan: Update the Bikeway Network: The Plan identifies the transportation infrastructure needed to enhance conditions for bicycling throughout Santa Barbara County. This was accomplished by updating and revising the regional bicycle network with digital GIS-based maps [see appendix A] and by updating, adding and prioritizing programmed and planned bicycle projects that will complete gaps in the bikeway network. Meet BTA State Guidelines: This comprehensive plan meets state guidelines and allows participating jurisdictions to be eligible for State of California s (Caltrans) Bicycle Transportation Account (BTA) funding. The BTA account has $5 million annually, available via a competitive state-wide grant process. Projects identified in the Regional Bike Plan will also be given priority among all bike projects competing for SBCAG flexible funds. Photo 1: Santa Barbara County boasts a Mediterranean climate and many miles of bicycle facilities, like this Class I bike path connecting the University of California to Goleta and the South Coast. Create uniformity in policies, design: The Plan creates broad recommendations for uniformity in policies, design and construction techniques between jurisdictions in Santa Barbara County, and plans for and prioritizes future projects and programs. Uniform policies and standards ensure the development of standard bicycle facilities and increase the safety of these facilities across all jurisdictions. Identify funding, evaluate programs: The recent Plan also makes suggestions for improvements to existing bicycle programs and recommends potential funding sources for both building planned facilities and developing programs. CHAPTER 1 - Introduction: 1-1

8 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY The Regional Bike Plan emphasizes the need for inter-modal connections between bicycles, trains and buses by highlighting major transit routes and ensuring bike routes are close to bus stops and train stations. The Plan also recommends locations for secure bicycle parking (such as bike lockers, bike cages and bike stations) at transit stations and popular commuter destinations such as business parks and shopping centers. Background The Santa Barbara County Association of Governments (SBCAG) is a regional planning agency comprised of the County of Santa Barbara and all eight incorporated cities within the county. SBCAG distributes local, state, and federal transportation funds and acts as a forum for addressing regional and multi-jurisdictional issues. SBCAG also acts as a clearinghouse for projects requiring state or federal funding and can help member agencies secure funding for bicycle related projects such as bicycle paths, bike racks on buses and other bicycle related facilities and activities. The Regional Bicycle Plan has been developed through the efforts of SBCAG staff, staff from member agencies, and interested citizens from bike advocacy groups, non-profits and other organizations interested in improving bicycling conditions within Santa Barbara County. This Plan updates many elements of the Regional Bikeway Study that was adopted by SBCAG in The Study was undertaken to evaluate the existing transportation system's effectiveness in providing for the bicycle community. The report examined the (then) current bicycle programs and defined a regional bikeway network, some already built, some still proposed. The Study also documented various funding sources available to construct and maintain bikeways and made recommendations for improvements to these bikeways and programs. This plan also serves to update the bicycle network and policies in SBCAG s Regional Transportation Plan (RTP). The RTP is required by state and federal law and is a comprehensive examination of transportation in Santa Barbara County. The Regional Bike Plan is an important component of the RTP. Setting Santa Barbara County is located on the south-central coast of California approximately 100 miles north of Los Angeles. The region s Mediterranean climate and relatively flat terrain in its urbanized areas make it ideal for bicycle commuting and recreational riding. It also offers a wide variety of cycling environments that include everything from coastal bike paths and bicycle boulevard s to quiet vineyard roadways and challenging mountain terrain. The Regional Bike Plan s study area covers all of Santa Barbara County including the incorporated cities of Buellton, Carpinteria, Goleta, Guadalupe, Lompoc, Santa Barbara, Solvang and Santa Maria and the unincorporated areas that make up the County of Santa Barbara. These areas were evaluated and individual plans were developed for the participating jurisdictions who did not have an updated Bicycle Master Plan. The County has a number of distinct regions spread across two general geographic areas Figure 1: Santa Barbara County Regional County Map CHAPTER 1 - Introduction: 1-2

9 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY known as the North County and the South Coast. The North County includes the Santa Maria Valley, Cuyama Valley, Lompoc Valley and Santa Ynez Valley regions. The South Coast includes the Gaviota Coastline and the cities of Goleta, Santa Barbara and Carpinteria. Much of the central portion of the County is located within the boundaries of Los Padres National Forest and is mostly uninhabited. The 2000 census lists a total County population of approximately 400,000 with most residents (262,000) living in the County s eight incorporated cities, five of which are in the North County and three in the South Coast. This leaves a significant percentage of the County population (approximately 35%) living in County unincorporated areas, and most of these residents are located in urban areas near the eight cities. Bicycle Trends in SB County Two recently available sources of data that can be used to assess bicycle commuting in Santa Barbara County include the 2000 Census Journey-to-Work data and the 2007 Commuter Profile, conducted by SBCAG. The 2000 Census data provide commuter information for both full- and part-time workers countywide while the 2002 Commuter Profile was a phone-based survey and focused on Santa Barbara County residents 18 years of age and older who work 35 hours or more per week. Unfortunately, neither of these data sources can be used to assess journeyto-school commuting, shopping or recreational trips made by bicycle. The following table presents countywide census results for commuting to work by bicycle. As seen from Table 2, the number of bicycle commuters increased slightly between 1980 and 1990 and then decreased by 1,180 riders from 1990 to This data also show that bicycle use as a percentage of total commute trips has declined from 1980 to Table 2: Countywide Bicycle Commute Trends from U.S. Census Data # % # % # % Table 2 summarizes bicycle commute data for incorporated Cities and the Isla Vista Census Designated Place (CDP) for 1990 and The City of Carpinteria saw an increase in the number of riders from 1990 to 2000, but the percent that bicycles represented of total commute trips declined. The City of Santa Barbara shows an increase in both the number of bicycle commuters and the percentage of total commuters from 1990 to The Cities of Santa Maria, Lompoc, Solvang, and Buellton show significant decreases in bicycle commuting from 1990 to In addition bicycle commuting from 1990 to 2000 in the Isla Vista CDP declined dramatically and accounts for over 50 percent of the decline in countywide bicyclists from 1990 to Table 1: Santa Barbara County s Population Forecast through 2030 Region Total Change Percent Change Cuyama 1,400 1, % Lompoc 58,300 75,100 16,800 29% Santa Maria 116, ,200 59,400 51% Santa Ynez 21,800 27,400 5,600 26% South Coast 201, ,500 39,500 20% County Total 399, , ,000 31% CHAPTER 1 - Introduction: 1-3

10 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Generally, on a countywide basis, bicycle use for commuting purposes ranges from 2% to 4% of total commute trips. However, bike use varies significantly around the county according to the census estimates, ranging from less than 1% in Buellton to 20% in Isla Vista, adjacent to UCSB. It should be noted that these survey data reflect only bicycle use for work trips and do not include bike use for school, recreation or other trip types. Despite the overall decline in bike commuters, nationally, Santa Barbara County still ranks 14th for numbers of bicycle commuters and out of 58 California counties, ranked 2nd behind Yolo County, where bicycle commuting was the highest in the entire nation. Table 3 summarizes primary and secondary mode choice data collected for the 2002 Commuter Profile. As with Census data, the Commuter Profile found driving alone to be the primary mode of commuting to work. The survey also shows that bicycling represents 2.8 percent of primary mode commute trips which is similar to that that identified in the 2000 census data (2.69%). What this table reveals that is not seen in the census data, is the secondary mode choice for bicycling (expected to occur on 2 days out of a typical work week) jumps to 25.3 percent of commuter trips. This number is important because it indicates that Santa Barbara County s bike facilities are providing commuters with an alternative to their primary transportation mode, driving alone. Relationship to Other Plans The coordination of plans and policies at all levels of government (Federal, State, Regional, County and City) is crucial for bicycling to serve as a viable form of transportation countywide. This section explains the adopted plans that supplement and support the recommendations of the Regional Bicycle Plan. STATE PLANS California Department of Transportation (Caltrans) has guidelines for designing and implementing bicycle projects, such as Chapter 1000 in the Highway Design Manual (Appendix F) and the 1995 District 5 Bicycle Position Statement (Appendix F). The design resources and recommendations in the Regional Bike Plan have been coordinated to be consistent with Caltrans bicycle planning guidelines. Table 3: 1990 and 2000 City and CDP Bicycle Commuter Trends City/CDP # % # % Carpinteria City of Santa Barbara Isla Vista CDP City of Santa Maria City of Lompoc City of Buellton City of Solvang CHAPTER 1 - Introduction: 1-4

11 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY REGIONAL PLANS SBCAG Regional Transportation Plan (RTP) This Regional Bicycle Plan has been coordinated with the development of the 2008 Regional Transportation Plan (RTP), called Vision2030. A primary policy of Vision2030 is the development of a coordinated multimodal transportation system designed to serve the varying travel requirements of the region. The regional bikeways documented in this plan have been used in Vision2030, which also meets Federal requirements as the Metropolitan Transportation Plan. Some bicycle projects have also originated from the SBCAG Congestion Management Program. APCD Clean Air Plan Commitments to promote bicycling as a transportation control measure are also included in the Clean Air Plans of the Air Pollution Control District (APCD). The 2007 Clean Air Plan recommends that the county and cities ensure that bicycle needs are integrated into local planning efforts, including local plans and ordinances, and encourages that federal, state and local funding be expeditiously pursued for purposes of completing missing commuter oriented bikeway segments identified as part the regional bikeway network. LOCAL PLANS Local General Plans, Circulation Element Local jurisdictions can develop bicycle planning goals and priorities through their General Plan s Circulation Element as well as through a more focused supplemental Bicycle Master Plan. The next chapter provides a more comprehensive overview of the bicycle planning efforts at local jurisdictions. Every effort has been made to coordinate the goals and priorities established in the policy documents of local jurisdictions with those established in this edition of the Regional Bicycle Plan. Status of Local Bicycle Elements and Plans The Cities of Santa Barbara and Goleta and the County of Santa Barbara have adopted and current bikeway plans. The Cities of Buellton and Santa Maria have stand alone Table 4: 2002 Primary and Secondary Commute Mode Choice Mode Choice Primary Choice % Secondary Choice % Drive Alone Bicycle Bus Vanpool Motorcycle Carpool Walk/Jog Telecommute CHAPTER 1 - Introduction: 1-5

12 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Bicycle Master Plans, but both are outdated and do not meet Caltrans BTA requirements for funding. Carpinteria, Lompoc, Solvang and Guadalupe have adopted bicycle elements in their general plans, however, some of the bicycle plans consist solely of a map adopted as part of the Circulation Element and most require updating. An evaluation of local jurisdictions adopted bicycle elements/plans is presented below in Table 5. This Regional Bicycle Plan was developed to enable local jurisdictions to apply for state Bicycle Transportation Account funding for the maintenance and development of bicycle infrastructure. Initially, the City of Solvang is included as a Specific Appendix to the Draft Plan. Other agencies will be added as time and staff permit. State Requirements for the Plan To be eligible for Caltrans funding from the Bicycle Transportation Account, local jurisdictions must prepare a Bicycle Transportation Plan that is no more than four years old and meets the 11 planning requirements of the California Bicycle Act, Section of the State s Streets and Highways Code (Table 6) These requirements can also be addressed in the bicycle section of a jurisdiction s circulation element. This section of the code also requires the bicycle master plan to include flexibility and coordination with long range transportation planning (activities most often coordinated by SBCAG for Santa Barbara County). Major Recommendations of Plan The Regional Bicycle Plan recommends the completion of a comprehensive bikeway network. Bikeway projects are prioritized into short and long-term categories. Shortterm is defined as within three to five years and long-term is within the twenty-year planning horizon. Implementation of these phases would build out the primary system linking the major urbanized areas in Santa Barbara County as well as provide connec- Table 5: Status of Local Bicycle Elements and Bike Plans Adopted Bike Plan Bicycle Policies in Circ. Element Bike Plan Mandated in Circ. Element Map in Circ. Element Date Adopted City of Buellton X X 1993 (Plan) Complies with BTA Requirement City of Carpinteria X X 2003 (Circ.) City of Goleta X X X X 2005 (Plan) X City of Guadalupe X 1989 (Circ.) City of Lompoc X X X 2005 (Circ.) City of Santa Barbara X X X X 2003 (Circ.) X City of Santa Maria X X 1992 (Plan) City of Solvang CHAPTER 1 - Introduction: (Circ.) County of SB X X 2005 (Plan) X

13 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY tivity between the smaller unincorporated County areas and numerous destinations countywide. The proposed bikeway system also considers some inter-county connections to Ventura and San Luis Obispo counties. In addition to the planned bikeways and bicycle facilities, this plan outlines the educational and promotional programs targeting bicyclists and motorists. These programs include bicycle parking improvements, multi-modal (transit and passenger rail) support facilities, bicycle safety and education programs for cyclists and motorists, safe routes to school programs, community and employer outreach programs, continued maintenance of bikeway network maps, and bicycle commuting promotions, among others. Please see Chapter 5 for the complete list of recommended programs. Community Input As in every case, it is the responsibility of the SBCAG agency to inform the public of the newly updated transportation plans within the county. The 2008 update of the Regional Bikeway Network called for the public input. Therefore, a total of four workshops were held around the county in both the northern region and the south coast. The Public opinion was collected on issues pertaining to the bikeway paths and design within Santa Barbara County. In large part many of the attending county residents were eager to express their thoughts on the current bicycle safety issue, as well as a list of project priorities within their respected areas. Also the question about electric bicycles on the path was posed to all attending residents, Table 6a: Caltrans BTP Requirements A Bicycle Transportation Plan (BTP) must contain the following elements to be eligible for Bicycle Transportation Account funding. 1. Estimated number of existing bicycle commuters and future bicycle commuters 2. Map of existing & proposed land uses 3. Map and description of existing and proposed bikeways 4. Map and description of existing and proposed end-of-trip parking facilities Maps and description of existing and proposed bicycle and transport facilities for connections with other transportation modes Map and description of existing and proposed facilities for changing and storing clothes, including locker, restroom and shower facilities near bicycle parking facilities 7. A description of bicycle safety and education programs conducted in the area A description of the extent of citizen and community involvement in plan development, including letters of support A description of how the bicycle plan has been coordinated with and is consistent with other local or regional transportation, air quality or energy plans A description of the projects proposed in the plan, and a listing of their priorities for implementation A description of past expenditures for bicycle facilities and future financial needs for projects that improve safety and convenience for bicycle commuting CHAPTER 1 - Introduction: 1-7

14 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY in the north county no one had encountered problem with electric bikes on local or regional paths. However, in the south coast the electric bikes are more prevalent, and one request was posed by community members. The request was made to increase safety on bikeway paths by implementing a speed limit of 20 mph on all paths for those who use electric or gas powered bikes. Overview of the Plan The Regional Bike Plan addresses the actions needed, priorities, costs, and time lines for making Santa Barbara County more bicycle friendly. Chapter 2 summarizes bikeway design standards and Chapter 3 discusses the necessary elements for developing and completing a regional bikeway network. Chapter 4 discusses the end-of-trip or destination needs of bicycle commuters, as well as the infrastructure needed to connect bicycle routes to other transportation systems such as rail or buses. Chapter 5 discusses existing and recommended educational and promotional programs to increase bicycle use. Finally, Chapter 6 lists the goals, policies, and objectives guiding the implementation of the Plan. Appendix H is a glossary of terms. Appendix D includes Chapter 8, the Non-Motorized Transportation Sections of the California Streets and Highways Code. This Plan serves as a 20-year vision for enhancing bicycle use in Santa Barbara County. Its success will only be assured by the continued support of Santa Barbara County s cycling community, government agencies, and other residents recognizing the benefits bicycling brings to the community. CHAPTER 1 - Introduction: 1-8

15 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Table 6b: Recommendations from Public Workshops Workshop Request Result Lompoc Valley Add a Class I path connecting the City of Lompoc with Hancock College and Vandenberg Village Widen Purisima Road between SR 1 and SR246. Add a Class III on San Antonio Rd. between Central and Route 1 Add a bike lane on Harris Grade Rd. up to Burton Mesa. A Class I path connecting Lompoc with Hancock College is under development by the City of Lompoc. The connection to Vandenberg Village was added to the Plan as a Class I; however, topographic constraints may be too imposing and the existing Class III along Highway 1 may be the best alternate. A Class III is added on Harris Grade Rd. between Highway 1 and Burton Mesa Blvd. and on San Antonio between Central and Route 1. An existing Class III is on Purisima Rd; however widening the road may not be feasible due to the narrow elevated roadway but the request will be provided to the County of Santa Barbara. Santa Maria Valley Improve access between the existing bike path on Skyway Dr with two parks; County Waller Park, and City of Santa Maria Hagerman Park. The connections were added to the plan. Santa Ynez Valley Improve driver s awareness of cyclists SBCAG should expand bicycle education and safety programs under auspices of Traffic Solutions. Driver Safety improvement programs are a part of the plan, as well as other education programs for both adults and children. The Plan proposes significant education but its implementation is dependent on the Traffic Solutions Funding that is tied to the reauthorization of Measure D South Coast Add a Class II along Sycamore Canon Rd to Cold Springs School Add Class 2 path on Barker Pass connecting rural and urban areas. SBCAG should expand bicycle education and safety programs under auspices of Traffic Solutions. Provide Class I along Union Pacific Railroad Add Class II to Cabrillo Blvd. in Santa Barbara due to congestion along Class I Beachside Bikeway Add bike lanes on SR192 Connect the Rincon at the County line with Carpinteria Sycamore Canyon Rd. is very narrow and improvements are problematic. The proposed class II path on Barker Pass is more of a local route which will be discussed with local jurisdictions. The Plan proposes significant education but its implementation is dependent on the Traffic Solutions Funding that is tied to the reauthorization of Measure D. The Class I along UPRR is in the existing plan; however, since this is private property it is a very long term illustrative project. A Class II route was added to Cabrillo Blvd. Generally SR192 is narrow and improvements are problematic so the regional focus is on a route that is further south, along North Jamison and via Real A Class I/II route was added, in the area of the Carpinteria Bluffs Open Space. CHAPTER 1 - Introduction: 1-9

16 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY CHAPTER 2: BIKEWAY DESIGN STANDARDS Introduction¹ In the State of California, every person riding a bicycle on a highway has all the rights and is subject to all the provisions applicable to the driver of a vehicle (1997 California Vehicle Code, 21200). That is, bicycles are entitled to share the city streets, local roads and many state highways with motor vehicles. However, local authorities may establish bicycle lanes separated from vehicular lanes, primarily for bicycle travel. The State of California (Streets and Highway Code, 885) declared that "traffic congestion, air pollution, noise pollution, public health, energy shortages, consumer costs, and land-use considerations resulting from a primary reliance on the automobile for transportation are each sufficient reasons to provide for multi-modal transportation systems," including non-motorized transportation facilities such as bikeways. Further, the Legislature (Streets and Highway Code, 890), intended "to establish a bicycle transportation system designed and developed to achieve the functional commuting needs of the employee, student, business person, and shopper as the foremost consideration in route selection, to have the physical safety of the bicyclist and the bicyclist s property as a major planning component, and to have the capacity to accommodate bicyclists of all ages and skills." Bikeway Classification Descriptions The Streets and Highways Code describes three categories of bikeways that indicate to motorists and bicyclists that a street segment or path is designated primarily for travel by bicycle. A Class I bikeway has a separate rightof-way for non-motorists. A Class II bikeway is a 4 to 7 foot lane striped on the side of a street for exclusive travel by bicycle, and a Class III bikeway is a route signed for shared use by motorists and bicyclists. In addition to the three traditional bikeway classifications, this chapter reviews some of the many innovative designs that can make roadways safer for bicycling such as Class IV facilities, which in this document refers to designated and maintained off-road, unpaved facilities, and the Multi-Purpose Trail II facilities as presented in the City of Santa Maria's 1993 Bikeway Plan. This chapter also discusses other bikeway improvements such as bicycle compatible drainage grates, railroad crossings and signal detectors. Specific guidance on the treatment of bikeways can be found in the Caltrans Highway Design Manual, Chapter 1000 (Appendix F). Photo 2: Railroad Crossing Warning Off Street Paths (Class I bikeways) Off-street bike paths provide a completely separated right-of-way designated for the exclusive use of bicycles and pedestrians with cross-flows by motorists minimized. This type of bikeway can be situated within rights-of-way of existing roads (if space permits) as well as along creeks, flood control channels, through parks and recreation areas and along railroad tracks. Bike paths, when properly designed and con- 1. Sections of Introduction and Bikeway Classification Descriptions taken directly from the City of Barbara s Bicycle Master Plan, October, 1998, pg and City of Portland Bicycle Master Plan, 1996 pg (with permission). 2. Complete the Streets, 9/28/2006 CHAPTER 2 - Bikeway Design Standards: 2-1

17 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY structed, can provide good routes for bicycles that are separated from vehicles. Many of the existing paths in Santa Barbara County are along greenbelts and away from busy streets, meaning they provide a route for commuting and recreational cyclists alike that is quiet and within a natural setting with cleaner air. Class I bikeways are especially effective when they provide a more direct connection than the street network because this may provide another reason for people to choose bicycling over driving. Separate bike paths are not always a good choice to replace on-street lanes when they are along high volume, relatively high-speed arterials. In these circumstances, retrofitting within the existing right-of-way to add paths can prove difficult or impossible. In addition, the presence of numerous driveways, which for the cyclist function as uncontrolled intersections, can be problematic. In these scenarios, a well-designed Class II bike facility can provide the same mobility with more effective multi-modal flow at intersections, at a fraction of the cost. Figure 2a: Bikeway Classification Also, Class I bike facilities are heavily used by recreational bicyclists, slower moving pedestrians and other users (such as joggers, parents with strollers, and in-line skaters) are often not suitable for bicycle commuters because of the congestion and unpredictable movements these other users create. These potential conflicts could be reduced by posting signage and conducting public outreach about how to share trails. When a multipurpose trail is constructed, it should be built with a larger width which would help accommodate the variety of trail users. When bike paths must intersect roadways or driveways, it is important that any intersections have traffic control devices such as yield and stop signs or traffic lights. Reduction in conflicts with high speed, high volume vehicle traffic May provide a more direct path to a final destination with minimal interruption from vehicle traffic A greater perception of safetly for novice riders Attracts people to cycling Table 7: Advantages and Disadvantages of Class I Bike Paths Class I Bike Paths are separated from roadway facilities. Paths must be at least 5 feet wide for a one way direction, but since paths are designed for multipurpose use in California, they should be at least 10 to 12 feet wide for two way traffic. Advantages Disadvantages Buidling new bike paths can often be expensive and require lengthy environmental impact reports and right of way acquisitions. Multipath trails can increase bicycle crashes because of the unpredictable movements of other trail users. Isolated paths may increase problems with theft, security and assault because of a potential lack of access by police patrols (unless on bike). Ongoing funding for maintenance is often hard to obtain, leading to poorly maintained facilities CHAPTER 2 - Bikeway Design Standards: 2-2

18 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY On-Street Bike Lanes (Class II bikeways) Bike lanes provide a restricted right-of-way designated for the exclusive or semiexclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited, but with vehicle parking and cross-flows by pedestrians and motorists permitted. Separation is achieved by signage and a line painted on the street surface. Photo 3: This Class I facility in the City of Lompoc connects the residential western half of the City to the commercial centers along Highway 1. Note the need for brush clearing (maintenance issues covered in Chapter 3). Bike lanes establish direct and convenient access to employment centers, commercial districts, transit stations, recreational destinations, and schools. Installing Class II bikeways is often much less expensive than building off-street bikeways and bikeways built on an existing street system often serve a cyclists destination more directly than Class I bike paths. Pavement maintenance can happen during regularly scheduled roadway rehab cycles. The City of Santa Barbara has found that bicycle volumes have increased where Class II lanes have been installed. ³ Some streets where bicycle lanes are the preferred treatment have circumstances that make bicycle lane installation very difficult; a Class II bike lane often requires more than a line on the street made with a can of paint. These circumstances include: 1) harm to the natural environment or character of the natural environment due to additional pavement; 2) severe topographical constraints; 3) economic or aesthetic necessity of retaining parking on one or both sides of the street; and 4) significant levels of traffic congestion that would result from eliminating travel lanes or reducing lane widths. These circumstances should be evaluated very carefully before a decision is made to implement an alternative treatment. Table 8: Bike Path Recommendations City of Santa Barbara Bicycle Master Plan, October 1998, pg 20 Generally, off street paths should follow the following guidelines: 1. Off-street paths should be designed as separated facilities which can be shared with pedestrians and other non-motorized users. 2. Off-street paths should be protected or grade-separated at intersections with major roadways. 3. Off-street paths should be identified through signing. CHAPTER 2 - Bikeway Design Standards: 2-3

19 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Table 9: Bike Lane Recommendations Bike lanes may be implemented by: 1. narrowing existing travel lanes; 2. removing a travel lane; 3. removing parking, except where it is essential to serve adjacent land uses; 4. shoulder widening; and 5. including bike lanes in new streets Figure 2b: Bikeway Classification Shared Use Class III Bikeways Class III bikeways, such as on-street "bike routes," provide a right-of-way designated by signs or permanent markings and are shared with motorists because they do not have a separately striped lane designated for bicyclists. Design treatments for local service bikeways include shared roadways and extra width curb lanes. On-street motor vehicle parking will not normally be removed on these streets. Class III bike routes are signed, intending to alert motorists to the presence of bicyclists and to guide bicyclists to use streets that have been determined to be preferred for bicycle usage. However, this type of bicycle facility is appropriate only for streets with low automobile traffic volumes. Photo 4: Class II bike lanes on Bath St, in the City of Santa Barbara. The dotted lines on the left of the bike lane indicate to motorists where they can enter the bike lane to turn right (after yielding to a bicyclist in the lane). Table 10: Advantages and Disadvantages of Class II Bike Lanes Class II Bike Lanes are semi-exclusive lanes for bicycles. Lanes are a minimum of 5 feet wide when located next to parallel parking and 4 feet wide when adjacent to a curb or shoulder. Bike lanes should include striping, pavement stencils, directional arrows and signs. Signs should be located at the beginning of the lane and at every half mile interval. Advantages Disadvantages Construction cost is usually lower than Class I facilities Pavement maintenance (repaving) can occur during regular street maintenance schedules, reducing maintenance costs. Maximizes use of the existing transportation system and provides and the street system often serves the cyclists destinations more directly than Class I bike paths Without bicyclist and motorist education, may contribute to problems and conflicts at intersections and mid-block driveways Marked lanes on the roadway may provide a false sense of security for cyclists May require removal of parking or vehicle lanes to provide bike lanes. On-street parking may be difficult to remove where parking demand is high, especially in high density residential areas. Widening streets may require expensive right-of-way acquisition CHAPTER 2 - Bikeway Design Standards: 2-4

20 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Figure 2c: Bikeway Classification Other Bikeway Types adopted into the City of Santa Maria s 1992 Bikeway Plan and have been incorporated into many of the residential subdivisions recently built in the City of Santa Maria. Multi- Purpose Trail II bikeways are separated jointuse facilities designed in conjunction with a Class II bike lanes on the adjacent roadway. Multi-Purpose Trail II bikeways provide facilities for a wide range of cycling abilities. The trails provide Class II on-street bike lanes for advanced riders, while the novice rider is provided with an innovative safe route at the sidewalk level. This is done by replacing the traditional six foot sidewalk with one that is Unmarked Mixed Flow Streets Many local surface streets have low traffic volumes and low speeds, providing both motorists and bicyclists with excellent routes for travel. Furthermore, mixed flow lanes provide flexibility for experienced and skilled cyclists. Where it is appropriate for bicyclists to use the existing street system, there is no need to design special facilities. Most of our urban streets are satisfactory for bicyclists without significant improvement, although traffic calming may be recommended, for a variety of reasons, if traffic speeds or volumes show a need. Multi-Purpose Trail II bikeways Multi-Purpose Trail II bikeways have been Photo 5: This quiet neighborhood street in Santa Maria is an unmarked, mixed flow street that can easily be shared with bicyclists and motorists without striping. Table 11: Advantages and Disadvantages of Class III Bike Routes Class III Bike Routes are designated by signage only. These are on roadways where cyclists are integrated with motorists. Signs should be at the beginning of the route, and at least every half mile interval, as well as at every directional change and at the end of the route. Advantages Disadvantages Can designate a route that can later be developed with Class II bike lanes that accommodate growing number of cyclists in area Inexpensive to implement and maintain, can be as pleasant as Class I bike paths when on quiet neighborhood streets. Good way to connect to other bike facilities and routes if on streets with low traffic volume and speed Decreased sense of security for novice riders and children because there are no buffers between vehicles and cyclists Bike route signs, while present, may not be readily identified, causing motorists to be unaware that the route is a designated bike route CHAPTER 2 - Bikeway Design Standards: 2-5

21 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY eight to ten feet. These facilities could be improved with signage and stripes that separate the pedestrians from the bicyclists (Photo 8). Bicycle Boulevards A bicycle boulevard takes an enhanced Class III one step further; it is a shared roadway (bicycles and motor vehicles share the space without marked bicycle lanes) where the through movement of bicycles is given priority over motor vehicle travel on a local street. Traffic calming devices are used to control traffic speeds and discourage through trips by motor vehicles. Routes are signed and large sharrows (see Image 13) are painted on the streets. Traffic control devices are designed to limit conflicts between automobiles and bicycles and favor bicycle movement on the boulevard street. No bicycle boulevards exist in Santa Barbara County, but a regional boulevard is planned in Santa Barbara. Bicycle boulevards are intended to provide an advantage for bicycles over motor vehicles, and as such, also significantly improve the pedestrian environment. Bicycle boulevards should be implemented on local streets, generally with fewer than 3,000 vehicles per day, through a combination of traffic calming, intersection treatments, and signing. Bicycle lanes are normally not used on a bicycle boulevard, thus little or no parking removal is necessary. The implementation of bicycle boulevards should not result in significant traffic diversion onto other local streets. Unpaved Trails In addition to these officially designated bikeways, there are also many unofficial trails throughout the county that are usually unpaved. Some of these trails are used by children as convenient routes to get to school while others are used both for commuting and for recreation (for instance along creeks and flood control channels). Other trails are maintained for hiking and off-road vehicles in the Los Padres National Forest. The Los Padres Photo 6: Bicycle Blvd. Photo 8 (below): A Multi-purpose Trail II bikeway on Railroad Ave. in Santa Maria. Bicyclists can choose to ride in a Class II bike lane or on a wider sidewalk. Photo 7: Bicycle Boulevards are enhanced Class III bikeways where the through movement of bicycles is given priority over motor vehicle travel on a local streets. Bicycle Boulevards use traffic calming devices like mini traffic circles (right) to control traffic speeds and discourage through trips by motor vehicles. Photo courtesy of City of Berkeley. CHAPTER 2 - Bikeway Design Standards: 2-6

22 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY National Forest has over 1,175 miles of trails, providing day-use and extended touring opportunities for both non-motorized and motorized vehicles. (Use by off-road vehicles is permitted on designated trails or maintained service roads.) The trail system is used for a variety of activities, including hiking, horseback riding, jogging, and mountain biking. Mountain biking is permitted on all trails outside of the designated Wilderness Areas except for Rattlesnake Canyon, where bikes are prohibited. Front Country trails are those in the foothill trails along the stream-cut canyons on the Santa Barbara side of the Santa Ynez Mountains (including the San Ysidro, McMenemy, Cold Springs, Tunnel, Jesusita and Rattlesnake Canyon Trails, and East and West Forks). When riding on all trails, especially busy Front Country trails, mountain bikers are encouraged to ride in control and at moderate speeds and to yield to hikers and equestrians at all times. Several non-profit advocacy groups including the Front Country Trails Alliance and the Santa Barbara Mountain Bike Trail Volunteers, are working to facilitate safe and environmentally-friendly use of the trails through education and trail work, and are also working to develop new trail access to help alleviate congestion on Front Country trails. Improved bike parking facilities at trailheads may encourage more trail users to arrive to local trails via bike. Innovative Bikeway Treatments Colored Bike Lanes Colored bike lanes have been used in other countries, especially in Europe, but are not widespread in the U.S.; they have only been used experimentally in a few locations, most notably in Portland, Oregon. Colored bike lanes have been used for two purposes. The first is to emphasize the distinction between the bike lane and the traffic lane. It is believed the coloring may keep motorists from straying into the bike lane. The other use of colored lanes is to highlight conflict areas, usually at or near intersections. The City of Portland is still researching the use of different paint options in order to address concerns about slipperiness of the surface, its ability to bond to existing asphalt, and long-term durability. Photo 10: Trail education reminds mountain bikers to ride in control and at moderate speeds and to yield to hikers and equestrians at all times. Photo 9 (above): The Santa Maria River Levee Trail is an unpaved multipurpose trail in the City of Santa Maria. CHAPTER 2 - Bikeway Design Standards: 2-7

23 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Contra-flow Bike Lanes Contra-flow bike lanes can be developed when heavy bike traffic creates a demand for bicyclists to travel against the normal flow of traffic, such as on one-way streets. While every effort should be made to design bike lanes that travel in the same direction as other road users, there are scenarios when allowing bicycles to travel against the flow of traffic significantly improves bicycle circulation. This technique is especially effective for short segments of a street network that improves flow for bicyclists. For example, the City of Santa Cruz, CA constructed a contra-flow bike lane near its busy boardwalk area, because a one way street (Beach St) provides a crucial bicycle link between the eastern and western parts of the City and bicyclists had to previously take a significant detour as well as climb extra hills in order to legally follow the flow of traffic. Sharrows Shared Lane Markings (aka sharrows ) are used in lanes shared by bicyclists and motorists when there is not sufficient width or a need for a bike lane. In contrast, bike lanes set aside a pavement area for bicyclists and are marked by a solid white line and a different symbol. Sharrows show where cyclists should ride to avoid being hit by a suddenlyopened car door. Although motorists are responsible to check before opening their car door, riding too close to parked cars (in the door zone ) can lead to serious injury. Cities such as San Francisco and Oakland conducted pilot programs with sharrows, but until recently there was no official marking. The City of San Francisco studied different types of markings and made recommendations to Caltrans based on the study results. In September 2005, Caltrans approved the shared lane marking for use statewide, making California the first state to adopt a marking for shared lanes. 4. Pedestrian and Bicycling Information Center: 9/27/06 Photo 11: colored bike lanes in Copenhagen, Denmark are used to alert right turning motorists of their responsibility to yield to bicyclists at upcoming intersections. Photo 12: Contra-flow bike lanes in the City Cruz. Bicyclists can travel east or west on the section to the right. Photo courtesy of City of Santa Cruz. CHAPTER 2 - Bikeway Design Standards: 2-8

24 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Other Bikeway Improvements Besides bike lanes and routes, there are additional components to a successful bicycle network. Miscellaneous facility improvements which increase safety and/or convenience are important enhancements to the bicycle riding community. Additional bikeway enhancements that improve cycling conditions include lighting, rubberized railroad track crossings, safe drainage grates, bicycle-sensitive loop detectors at traffic signals, and end-of-trip facilities such as bike racks, bike lockers, personal lockers, showers, and rest stops (destination facilities are discussed in Chapter 4). The concern about personal safety from criminal assaults has led Seattle to install video cameras and lighting in bicycle/pedestrian tunnels. Concern for safety on the Obern Trail Bikeway on the South Coast of Santa Barbara resulted in the installation of solar lights on Photo 14: The City of Goleta has recently striped Hollister Avenue in Old Town Goleta with Sharrows because this short segment of City s major East/West corridor does not have the space for a Class II bike lane. Photo courtesy of Ralph Fertig. sections of the well-used commuter route between UCSB and Santa Barbara (photo 15 on previous page). Photo 13: Sharrows are stenciled on the street outside of the door zone and the position is intended to show bicyclists where they should ride to avoid being hit by car doors opening. *San Francisco Dept. of Traffic and Parking Photo 15: Solar lights were installed on the Obern Trail in Santa Barbara to increase bikeway visibility and safety for commuters in the evening hours. Photo courtesy of Ralph Fertig CHAPTER 2 - Bikeway Design Standards: 2-9

25 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Drainage Grates Drainage inlet grates should provide an adequate surface for bicyclists. Parallel-bar drainage grates can trip a cyclist's wheel, which can cause a serious crash. Bicycle-safe models, such as those which resemble honeycombs or cast iron grates with short angled slots are offered by most grate manufacturers. The best design is the curb-face inlet, as long as the slope to the inlet is not excessive. The grates should be installed level with the pavement, and maintained flush with the surface with resurfacing. Welding flat steel bars across the grate perpendicular to the flow of traffic can be an effective retrofit, but can collect debris that restricts water flow through the grate if not frequently maintained. Railroad Crossings Railroad crossings, particularly if the tracks and roadway don't meet smoothly, can be dangerous for bicyclists because the tracks can trap a bicyclists front wheel and cause a crash. Where bikeway facilities cross railroad tracks, smooth rubberized railroad crossings, or paved tapered approaches on either side of the crossing should be installed. Rubberized crossings, while expensive to install, reportedly have the advantage of significantly reducing long-term maintenance costs. Roundabouts & Traffic Circles Many planners and engineers in the US have become advocates for modern roundabouts and the smaller neighborhood traffic circles, and they are designing and developing them to reduce accidents and increase capacity. Although there is some debate about perceived safety for bicyclists in roundabouts and traffic circles, most studies have shown all crash rates, including those involving bicyclists and pedestrians, to be reduced at intersections that have been converted to roundabouts*. Nonetheless, it is important to consider the needs of bicyclists when designing roundabouts and traffic circles. This can be accomplished by providing two ways for bicyclists to navigate the roundabout, including the option of walking a bike as a pedestrian, or taking the lane like a motor vehicle. To assure safety when traveling through a modern roundabout all commuters must adhere to two common rules; first, one must * (footnote for crash reduction info) Photo 16a: this photo portrays the rubberized warning approaching the Railroad crossing. Photo 16b: The City of Lompoc has filled in the gaps between these rail road tracks on Laurel Ave. with paved tapered approaches. Another retrofit for railroad crossings is rubberized strips that decrease the gap and keep the crossing smooth for bicycles and cars alike (Photo 16a).. CHAPTER 2 - Bikeway Design Standards: 2-10

26 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY maintain a low constant speed through the designed roadway. Second, is the yield at entry rule, which entails deferring the right of way to traffic already traveling through circulatory roadway. These two rules have become the reason for accident reductions near busy intersections, while also promoting a bicycle/ pedestrian friendly community. Improved Signal Detection Loop Detectors Some traffic signals on Santa Barbara County roads are actuated. Actuation means that, in some directions, a signal will stay red until a sensor in the pavement detects that a vehicle has arrived and is waiting for the signal to turn green. The sensor detects the metal in the vehicle and changes the light. In some cases, the metal content of a bicycle is insufficient to be picked up by these sensors. Bicycle detection is a significant challenge because bicycles are small in comparison to the street surface area that must be covered by a detector. Also, because detectors are located near the centerline of most roads, bicyclists traveling near the right side of the lane might not be detected. At some intersections, the signal will not change until a motor vehicle arrives at the approach. Most jurisdictions do not maintain an inventory of the bicycle detection ability of the actuated signals but attempt to adjust signals when it is determined that they do not detect bicycles. Special loop detectors have been developed that are more effective at detecting bicycles, but few roadways are equipped with them in the Santa Barbara County region. The small number of bicycle actuated signals in our region is a significant deficiency in the network, as there are several locations that are signed or striped to encourage bicycle use, with signals that do not recognized the arrival of bicycles. When bicycle lanes are created jurisdictions should incorporate bicycle sensitive loop detectors at intersections. Video cameras Video detection via cameras are another way to detect bicyclists at intersections. One camera takes the place of four loop detectors (one at each leg) and detects vehicles and bicycles as they arrive and wait. City of Santa Barbara Bicycle Master Plan, 1998, pg. 21 Photo 17a & 17b:show bike-specific sensors that detect bicyclists at intersections. Photos courtesy of John Ciccarelli, Bicycle Solutions ( Photo 18: Typical urban double-lane Roundabout from Roundabouts: located in Santa Barbara Milpas and 101 exit Link: milpas.html CHAPTER 2 - Bikeway Design Standards: 2-11

27 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Intersections & Freeway Crossings Crossing busy arterial streets at signalized intersections poses safety concerns for many cyclists. Indeed, most bicycle-auto crashes occur at intersections. Conflicting vehicle movements at freeway onramps can be daunting to even an experienced cyclist. Many cases provide an examples of the difficulties encountered where there are two opportunities within 100 yards for motorists to make right turns onto the freeway exit across the bike lane, and two opportunities within the same 100 yards for motorists to make left turns across the bike lane. An experienced cyclist knows to enter the vehicle lane before a car can turn in front of her, but many cyclists don t know to do this. Installing demarcated bicycle-sensitive loop detectors at traffic signals that can be activated by cyclists, and bicycle-oriented signal call buttons will facilitate crossing. (Caltrans has a new bike logo that may be used on the road surface to indicate where the bicyclist can activate the signal, see Photo 17 on previous page.) Implementation of traffic calming techniques on appropriate alternate streets, in conjunction with signing to encourage cyclists to use the quieter streets would be another way to enhance cyclists' safety.* * John Ciccarelli, Bicycle Solutions ( The needs of pedestrians and bicycles should also be considered during the design phase of freeway interchanges/crossings and intersection projects. At a minimum, Class II bikeways should be provided on over/under crossings that link up with or are a part of the regional bikeway system. A more comprehensive solution for busy freeway interchanges are pedestrian/bicycle specific bridges or tunnels. Local examples of separated under crossings include the Maria Ygnacia Creek Bikeway which goes under both Hollister Avenue and Hwy 101 and the bicycle/pedestrian tunnels under Los Carneros Road, near El Colegio Road and on the UCSB campus. These tunnels are all well lit for evening use. Any new bicycle under crossing under State highways would have to be maintained by local agencies. In addition, the local agency may need to accept Caltrans relinquishment of the under crossing. Intersections and freeway interchanges with safety problems due to high bicycle and automobile traffic levels coupled with inadequate bicycle facilities should be inventoried so that projects can be created that would alleviate these identified deficiencies. Photo 19: State of the Art Modern Video Detector/Sensor, most common in busy intersections Iteris Vantage Systems CHAPTER 2 - Bikeway Design Standards: 2-12

28 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Conclusion In recent decades there have been modern advances in design and architecture, which have proven to be beneficial in a community s transportation infrastructure. The usage of modern changes in transportation technology, such as signage and roadway design can help promote environmental quality and commuter safety. By providing the citizens of Santa Barbara county with a network of bike paths and trails, we have created an alternative source of commuter transportation. When using this source of commuter transportation one can promote a healthier lifestyle, while reducing the GHG emissions in the area. Appropriately, some of the before mentioned modern changes in transportation design have set the standard for the future of sustainable transportation. CHAPTER 2 - Bikeway Design Standards: 2-13

29 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY CHAPTER 3: Regional Bikeway Network Introduction Bikeways provide critical links for both the cycling and non-cycling public. Bikeways attract more cyclists which results in air, noise, and water quality benefits. They increase the carrying capacity of the transportation system by removing vehicle trips from roadways. Bikeways improve safety for all users; bicyclists feel they have a safe space on the road and tend to be more law-abiding while riding and motorists generally know where to expect bicyclists. Bikeways also help motorists to be aware of bicyclists presence and right to be on the road¹. Photo 20: This bikeway in Amsterdam, Netherlands has separated bikes and pedestrians through colored brick and completely separates cars from bikes/peds. The planning and implementation of bikeways can be relatively simple and inexpensive, as when a City re-stripes a roadway with bicycle lanes during a routine resurfacing. Bikeways can also be very complicated and costly, as with streets that need to be widened or the construction of new off-road bike paths in environmentally sensitive areas. The installation of some bikeways may be subject to controversy, if, for example, parking needs to be removed to install bicycle lanes or traffic needs to be diverted to create a bicycle boulevard. These factors have all been analyzed for this Plan. Bikeways were selected because of their 1. City of Portland Bicycle Master Plan, 1996, pg 21 connection to land uses, ease of implementation, need for safety improvements, lack of parallel facilities, and need for continuity. In some cases, two bikeways both serving the same origins and destinations have been included on the regional system. In such cases, because of the considerable development problems and approval time for the long term vision, both routes were included in order to provide a short and long term bicycle route. For example, as a long term vision, jurisdictions on the South Coast have expressed an interest in the completion of a continuous Class I bikeway along the railroad right-of-way from the west side of Goleta to east of Carpinteria. While this is included in the Regional System as a proposed route, there are numerous obstacles to the bikeway's development including the fact that the right of way is privately owned by Union Pacific. Therefore the Regional System also includes bikeways which either already exist or have the potential for completion in the near future that will serve in the interim as the regional east-west corridor through the South Coast. The regional bikeway system defined through this process is presented in the maps included in Appendix A. Both existing and planned facilities are shown. The planned facilities serve to augment the existing system, correct specific deficiencies, and extend the regional network through newly developed areas. The purpose of a regional bikeway system is to link major population centers and major trip origins and destinations that bridge two or more jurisdictions. Therefore, the regional system does not include all the local bikeways within each jurisdiction, but those that connect these major centers and origins/destinations, between jurisdictions. Designating a regional network does not discredit the necessity of local bike networks, which are equally important for many bicycle trips. However, this notion of regional connectivity can be promoted by incorporating local bike paths, which act as a function that closes the loop and promotes development of a regional bikeway system. CHAPTER 3 - Regional Bikeway Network: 3-1

30 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY SBCAG, as the regional transportation planning agency, is responsible for reviewing and prioritizing project applications for funding under various regional grant programs. A goal of this plan is to identify the bicycle segments that, if built, would complete a network of regionally significant bike routes that could be used by both commuters and recreational riders. An additional goal is to determine, from a regional perspective, which bicycle segments should have priority in terms of funding and construction. Many of the projects to construct these segments have been incorporated into the 2007 Regional Transportation Plan (RTP) and new segments will be incorporated into future drafts. The local jurisdictions are strongly encouraged to select projects from the 2008 RTP project list when applying for regional funding. The list should also be used by the jurisdictions in selecting projects for their annual or biennial capital improvement budgets. This will ensure a greater likelihood of completion of the regional system. Current State of Regional Network The region has miles of existing bikeways (see Table 12). The majority of designated bikeways in the region are Class II and Class III. The region also has multipurpose recreational trails, which are used by bicyclists, hikers, joggers, in-line skaters, skateboarders, equestrians, etc. Maps of the existing bikeway facilities are included in Appendix A. Bikeway Network Development The regional bikeway network has been developed using a variety of techniques, which are described below. Design Guidelines National studies have found that an effective bicycle system accommodates the preferences and tendencies of a variety of bicyclists². For instance, experienced riders who commute to work may prefer Class II bike lanes on major arterials with high volume because they are often looking for the fastest and most direct route to their destination. Meanwhile, other types of commuters may prefer a less direct but quieter neighborhood street (Class III). A Class II facility on busier arterials will accommodate more skilled riders while signage directing others to an alternate route nearby will accommodate riders with different needs. The Cabrillo Boulevard Bikeway in the City of Santa Barbara is an example where a Class I route is used heavily by pedestrians, recreational bicyclists, novice riders, joggers, and other users. Commuter bicyclists through this stretch often ride on the street with the vehicles to avoid the congestion on the bikeway. 2. Federal Highway Administration National Bicycling and Walking Study, Case Study No. 4, Measures to Overcome Impediments to Bicycling and Walking Table 12: Bike Route Mileage by Jurisdiction SBCAG Travel Model AREA COUNTY CITY STATE TOTAL South Coast Santa Maria Lompoc Santa Ynez Guadalupe Total CHAPTER 3 - Regional Bikeway Network: 3-2

31 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY The regional network therefore recommends the construction of Class II bike lanes on Cabrillo, which would complete a network that accommodates a broad range of bicyclists. Illustrative Projects Some bikeways designated as part of the regional network will be more difficult to design and build than others. In some cases, proposed bike lanes can be striped easily and affordably on a road that is being repaved. Other bikeway projects require feasibility studies, complex planning and environmental reviews because they cross private property, span longer distances or are being proposed in environmentally sensitive habitats. Other projects must go under or over major roadways, freeways or rivers. These bikeways are considered illustrative because they provide long-range connections for missing links in the bikeway network, but funding is not readily available in the foreseeable future. Nonetheless, they are included in this plan to ensure they are considered should future funding become available. Some examples of illustrative bikeways identified in the regional network are the Santa Maria to Guadalupe Levee Trail that would continue the Class IV bike path already built along the levee in the City of Santa Maria, to Guadalupe to the east. The Class I bikeway proposed along the entire stretch of the Union Pacific Railroad right of way from Winchester Canyon to Ventura County line is a more speculative horizon project. Route Selection Criteria Route selection factors commonly used by bicycle facility planners include: Rider Safety - Routes are chosen considering various safety factors, including traffic volume, motor vehicle speed, shoulder width, and the presence of parked cars. Rider Convenience - Convenience factors include routes those with the most destination points, the number of stop signs, and the amount of debris on the road. Rider Volume - Emphasis is placed on limiting the number of bikeways designated in order to concentrate on corridors with the highest bicycle volumes. Cyclist Population Planners also consider the distinct types of riders when planning bikeway networks. The bicycling population in Santa Barbara is made up of riders with differing skills and abilities, as well as differing motivations for cycling. The type, location, and characteristics of bicycle facilities must take into account these various types of riders to create an effective bikeway network; a given set of bicycle facilities and routes will not be suitable for the entire cycling population. The following list is an attempt to classify this population into five identifiable categories: adults who are avid, regular or new commuters and young cyclists who are either regular or new riders. ADULT CYCLISTS 1. Avid Riders Avid cyclists use bicycles as their primary transportation mode for most trips. They value the availability of direct, high-speed routes that are relatively unfettered by traffic lights and stop signs. The avid cyclist will often choose to ride in the motor vehicle travel lane and along major routes without bicycle facilities. This group of experienced riders will typically avoid separated bike paths, particularly in neighborhood greenbelts. Avid cyclists are highly attuned to bicycle safety, so they are sensitized to potential hazards, and they continually anticipate and avoid compromising situations while riding. This group, although typically the most visible and strongest advocates in the bicycling community, is actually a relatively small segment of the cycling population. 2. Regular Riders Regular riders will typically use bicycles as the preferred transportation mode, provided that the destination is reasonably close and a good bicycle route exists. The individuals in this group are usually working adults, college students, or mature high school students. This CHAPTER 3 - Regional Bikeway Network: 3-3

32 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY group also includes parents with child seats and trailers. They appreciate the relative speed and convenience of the bicycle as compared to the car. These cyclists desire safe and efficient bicycle facilities and routes. They are willing to accept some out-of-direction travel to avoid routes perceived as dangerous. Some cyclists in this group feel uncomfortable riding along high-speed arterial streets even when bike lanes are provided. They are usually attuned to potential hazards such as opening car doors, and cars exiting or entering driveways. The regular bicycle rider wants to maintain momentum, but usually obeys traffic controls. This type of cyclist comprises a large segment of the cycling population in Santa Barbara. 3. New Riders New adult riders tend to have ridden bicycles as children or college students, but not ridden in many years. They are back on their bicycles to increase their fitness level, improve air quality or avoid parking hassles. However, most of these riders do not have the necessary skills to ride confidently and safely on the street network and feel uncomfortable on most streets with cars. 4. Young Regular Riders These riders are usually of junior high or high school age who routinely rides to and from school. Other trip purposes include riding to visit friends, to the park, to shop, and to other after-school activities. This group of cyclists tends to have less experience negotiating traffic and are not always aware of potential hazards. They may choose routes unsuitable to their ability, and they often disobey traffic laws and traffic control devices and ride on sidewalks. Young riders tend to prefer the shortest route possible, because minimal pedaling effort seems more important than speed, and they tend to prefer bike lanes and bike paths. 5. Beginning Bicycle Riders These are typically school-age children. They ride bikes to and from school only if a route exists with bike paths and bike lanes on streets with relatively low traffic volumes. Beginning young bike riders will typically only pedal to destinations in their neighborhood, and they seldom ride bikes across town. Cycling skills are not fully developed in this age group, and most of them have relatively limited experience riding a bike in traffic. Developmentally, this age group has physical limitations as well. Up to about age nine or ten, most children do not have welldeveloped peripheral vision, and they have difficulty with concepts such as closure speed (that is, gauging the speed of approaching motor vehicles). Younger bicycle riders typically have difficulty following a straight track, and they frequently weave from side to side when riding. Beginning riders are a relatively small segment of the overall cycling population. In fact, the number of young riders over all has fallen steadily over the past thirty years. There are other ways that cyclists can be categorized, such as by trip purpose. The descriptions detailed above only serve to represent the major categories of cyclists in Santa Barbara County, but they do not imply that the categories are exclusive, or the descriptions absolute. Completing the Network Once an overall network was identified, bikeways were developed that connect missing links and address areas of concern. A completed regional network will provide a safe and seamless cycling experience for riders of all levels. Connecting Missing Links Missing links, or gaps in the bikeway network, reduce the likelihood commuters will bike to work. Bikeways with missing links often force cyclists to choose between using streets without bike lanes with high traffic volumes, taking a longer alternative route that has less traffic, or not taking the trip by bike. Most of the bikeways identified in the regional network are Class II facilities (on road), with most gaps oc- CHAPTER 3 - Regional Bikeway Network: 3-4

33 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY curring where there is a barrier such as a river or freeway. Elimination of these gaps in the bikeway network is crucial to facilitate bicycling as a travel mode. Freeway Crossings All urbanized areas in Santa Barbara County are intersected by state highways and therefore all areas rely on over and under crossings for transportation links between land uses. For example, in Carpinteria, residential housing is located primarily on the north side of the freeway while most of the commercial and retail development is located on the south side of the freeway. However, many of these freeway crossings do not have designated space for bicyclists because they were designed primarily for use by motor vehicles. Even freeway crossings that do have bike lanes can be hazardous for bicyclists because of the existence of free right hand turn areas that lead to freeway on-ramps. Several communities in Santa Barbara County, including the Cities of Buellton and Goleta have sited the need for additional freeway crossings to improve the mobility of residents. The City of Goleta sites the need for more north-south crossings of US-101 in its recently adopted General Plan. Any additional freeway crossings should be designed to accommodate bicyclists. Photo 21: This bike/pedestrian bridge in the City of Lompoc successfully spans the missing link created by a flood plain. The bridge connects V St. to a Class I facility that runs to the east and is part of the regional bikeway network. Creeks / Rivers / Large Hills Natural features such as waterways and steep hills can also present barriers to completing a bikeway network. When possible, bicyclists should be provided safe passage over waterways by using existing roadways or new bike/ pedestrian bridges. Hills can provide additional barriers and therefore topography should also be taken into consideration when planning the route of a bikeway. An example of a missing link in the Lompoc Valley is the Allan Hancock Bikeway, which is planned to connect the urban areas of Photo 22: least optimal bike plan Photo 23: Most optimal bike plan The original striping (left) of this freeway overpass on Donovan Rd. in the City of Santa Maria shows the potential for conflict areas on freeway overpasses, and how proper striping can help reduce conflict areas (right). Photos courtesy of Ralph Fertig. CHAPTER 3 - Regional Bikeway Network: 3-5

34 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Lompoc to the Allan Hancock College and ultimately to the new Providence Landing development (located within the County of Santa Barbara). Currently, a Class I bike path exists along Hwy 1 only from Central Ave. past the bridge and then bicyclists are directed to cross busy Highway 1 and ride up a large hill in order to arrive to Allan Hancock College. A Class I bikeway is planned that would climb more gradually up a canyon behind the college and would provide a safer, quieter and easier bike route than riding up Highway 1 to the college. A missing link in the regional system on the South Coast is from Modoc Road to downtown Santa Barbara. The Obern Trail is the primary Class I bikeway arterial from Goleta Beach (with access to UCSB) to Modoc Road near the Hollister Avenue/Modoc Road intersection. From this point, cyclists going south must travel along Modoc Road (a Class II facility) to Mission Street to access downtown Santa Barbara. Mission Street and its under-crossing with Route 101 experiences high traffic volumes (especially during peak hours) and conflicting turning movements. These conditions, coupled with the lack of bike lanes and narrow shoulders, make this link difficult to navigate, especially for less experienced riders. This missing link was identified as part of the City of Santa Barbara s 1998 Bicycle Master Plan and in the 1994 Regional Bikeway Study. The City of Santa Barbara, in conjunction with Caltrans and SBCAG, has obtained funding and the project is programmed for construction in 2008/2009. Signage and Connections Once a network of bikeways has been planned and built, signage provides cyclists with the final resource needed to comfortably travel by bicycle. Established bike routes lacking signage can be a barrier both to the novice rider and the visiting or touring cyclist. Santa Barbara County bike maps, with designated bike routes are available at local bike shops, visitors centers, hotels and the offices of SBCAG Traffic Solutions. Without appropriate signage, however, a rider may not be sure whether he or she is actually on the route indicated on the map, especially if the rider is new to bicycling or to the area. Route signage should occur frequently, especially at points of potential route confusion, like at intersections. A consistent symbol for bicycles should be used. For example, in 1998, a project called the Southern Santa Barbara County Regional Bikeway Signage Program was completed that installed 500 signs from Goleta to Carpinteria. The signs use a Photos 24 & 25 show a missing link on the Allan Hancock Bikeway in the Lompoc Valley. Photo 24 shows were the Class I bike path ends and directs bicyclists onto Highway 1. Photo Y is taken from behind Allan Hancock College. A class I bike path is planned in this canyon and would connect a missing link in a regional bikeway network. CHAPTER 3 - Regional Bikeway Network: 3-6

35 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY consistent nomenclature and design that is easy to see and follow. The signs note the route name, distance from popular destinations, and indicate direction changes (Photo 25). Similar signs can be produced affordably by the County of Santa Barbara s Public Works department for other jurisdictions. The regional network should be signed throughout the region. Implementation of such a signage program for the regional bikeways throughout Santa Barbara County should not add significantly to the existing signage maintenance programs. Bikeway Network Maintenance It is important for bikeways to be regularly maintained in order to prevent the deterioration of roadway surface and the accumulation of broken glass, sand and other debris on the roadway. Crumbling asphalt, cracking (distressed) surfaces, and potholes also significantly reduce the bicyclists' ride quality, and can result in severe crashes if cyclists swerve into the traffic lane to avoid the problem area. Poor surface quality reduces the desirability of bicycling as a transportation alternative. Other maintenance issues include re-striping bike lanes (See Photo 22 & 23), repair and update of signage, repair or replacement of any lighting provided for bike facilities (tunnels, bikeway lighting at night), repair and replacement of storm drain inlet grates, repair or replacement of bicycle loop detectors or signal activation buttons, repair or replacement of parking storage facilities, and repair or replacement of any barricades associated with the bicycle facilities. Street maintenance activities, however, can also result in reduced ride quality for bicyclists. Using chip seal rather than slurry seal to resurface streets or roads, for instance, can result in rough and slippery bike lane surfaces. After application on the street, the excess chip material is continuously swept into the bicycle lanes by vehicular traffic. Bicyclists turning onto bike lanes on streets which have been chip sealed can skid sideways on the chip material and lose control of their bicycles. For this reason, chip seal is not recommended for streets which have Class II or Class III facilities. If chip seal is used on such streets, care Photo 26: Signage indicating direction change. This type of signage program should be implemented county-wide, using regional funding. Photo 27: Neglected bike path in Lompoc Valley CHAPTER 3 - Regional Bikeway Network: 3-7

36 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY should be taken to remove the excess material from the streets, and the streets and bike lanes should be swept more. The road maintenance technique of slurry-sealing provides a smooth surface without this problem. Maintenance of on-road bikeways such as repaving and re-striping occurs with scheduled maintenance activities of each jurisdiction, and is usually based on the condition of the roadway and age of the pavement, and the condition of the striping and legends. Sweeping also occurs with scheduled maintenance activities. Bicyclists should be taken into account when maintenance activities are planned on roads that have bicycle facilities. Appropriate signs warning both motorists and cyclists of appropriate rerouting or merging of lanes should be used. sweeping to remove debris and trim trees and brush have not significantly changed. As a result, many of the bikeways have less than optimum conditions for biking. Therefore, street sweeping and trimming of vegetation should be included as part of road way rehabilitation. Conclusion The development of a regional bike path network in the Santa Barbara County will provide local residents with an alternative form of commuter transportation. The completion of this project will allow cyclists of all ages in Santa Barbara County to utilize the bicycle transportation network for business transit, school transit and recreational activity. Class I bike path maintenance has also been based on the age or condition of the pavement and in response to feedback from bicyclists using the paths. The principal aim of the maintenance activities is to increase the life cycle of the pavement. Even though Measure D funds have been used by each jurisdiction to resurface roadways, schedules for street CHAPTER 3 - Regional Bikeway Network: 3-8

37 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY CHAPTER 4 Parking and End-of-Trip Facilities Introduction* Every bicycle trip has two basic components: the route selected by the cyclist, and the endof-trip facilities available at the destination. These destination facilities include parking for the bicycle and a changing space, lockers and even showers for commuters. If the end-of-trip facilities do not meet the users needs, other means of transportation will be more convenient and more often chosen. Good, secure bicycle parking offers these benefits: It inexpensively and efficiently increases a building s parking capacity; It serves those who use bicycles as a mode of transportation; and It encourages bicycle use. Cyclists needs for bicycle parking range from simply a convenient piece of street furniture to storage in a bicycle locker or facility that protects bicycles from weather, theft and vandalism and offers gear storage space and 24- hour personal access. Security of area: determined by the cyclist s perception of how prone a given area is to bicycle theft. This is fairly subjective, and probably predicated to a degree on an individual s experiences with bicycle theft. Bicycle storage facilities should be provided by the responsible agency at principal bicycling destinations such as schools and recreation facilities, as well as at local government and community centers, state, regional and local parks, post offices, public libraries, health care facilities, visitor information centers and museums. Bicycle parking should also be provided at bus and train stations. Local jurisdictions should require adequate bicycle storage or short-term parking facilities (bike racks) to be provided by local developers of any grocery store or bank, and at large residential, commercial and industrial facilities. Maps of public parking and end-of-trip facilities are shown on the regional bike maps. Proper selection and placement of end-of-trip facilities such as bike racks and lockers is important. Racks should be located in front of a business in a well lit and highly visible location Several factors determine where a cyclist s need falls on this spectrum: Storage time: whether or not the bicycle will be left unattended all day or just for a few minutes Weather conditions: covered bicycle parking is apt to be of greater importance during the months with percentages of precipitation. Value of the bicycle: the more a cyclist has invested in a bicycle, the more concern she or he will show for theft protection. Most new bicycles cost $400-$500 and often considerably more. Photo 28: Bicycle racks that are conveniently located at the entrance of the Santa Maria Town Center Mall provide short-term bike parking for shoppers. *Source: Portland Office of Transportation (1996) End-of-Trip Facilities. Portland Bicycle Plan. Portland, OR CHAPTER 4 - Parking and End-of-Trip Facilities: 4-1

38 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY (Photo 27). Bike lockers should be placed in well lit areas for the convenience of those using them in the evening and early morning. It is also important to publicize bicycle parking when it is provided. Bike racks and lockers can be painted in creative and colorful ways and bike parking signage should be placed in the vicinity of the parking so bicyclists know where to park. Bicycle Parking Definitions Note: Common terms describing the types of end-of-trip facilities discussed below, such as short-term, long-term, secure, etc. are defined at the end of this chapter on page 4-8. Bicycle Racks Bike racks best serve bicyclists who are making a short-term trip lasting a few minutes to a few hours. Racks should be placed in convenient, well-lit locations close to building entrances but also should not obstruct pedestrian traffic. Bike racks should also be plentiful enough so bicyclists don t have to lock bicycles to sign posts or trees (Photo 28). There are many different designs for bike racks. Unfortunately, many racks use space inefficiently and can have the unintended result of damaging bikes because they do support them properly or because their design leaves them more prone to wheels or frames being stolen. Hitching Post (staple) racks are highly recommended. Ribbon racks are not recommended, as bicyclists commonly use these racks as if they were hitching post racks, therefore limiting the capacity to two bicycles, regardless of the potential or stated capacity. All three designs are shown in Figure 3. Bicycle Lockers Bike lockers are the preferred choice for secure long-term parking at many locations because they protect bicycles from weather and theft. Bicycle lockers also make it more difficult to steal bicycle accessories such as panniers, computers and lights. As with bike racks, there are several designs available for bike lockers. Some have latches that can be secured with a pad lock supplied by the bicyclist and some are keyed and rented on a monthly basis to the bicycle user. Bike lockers that are rented to one assigned Photo 29: This bicyclists chose to lock their bike to a light post, which often happens because bike parking is not conveniently located. Ironically, in this instance, there are two hitching post bike racks just behind the trash cans. Photo 30: The County of Santa Barbara in Santa Maria has four bike lockers available to their employees and to the public at their Betteravia office building. CHAPTER 4 - Parking and End-of-Trip Facilities: 4-2

39 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY user on a monthly basis require administrative staff time and are unable to be used by other bicyclists when vacant Bike lockers administration can be handled by staff from the responsible agency or through a contract with an operator. For example, the City of Santa Barbara administers keys for their bike locker program and the Metropolitan Transit Authority in Los Angeles contracts with the Los Angeles Bicycle Coalition to administer bike lockers at transit stops and centers. In the San Francisco Bay area new technology exists that allows multiple users to have access to a network of bike lockers through an electronically activated card. A nominal fee is usually charged per hour of use. (Visit for more information.) This type of system allows more users to use fewer lockers while eliminating the need for administrative staff support by a responsible jurisdiction. Other Secure Bike Parking Facilities In addition to bike lockers, there are various spaces in commercial and residential areas that can be affordably converted into secure bicycle parking. Secure bike parking spaces can simply be a bike rack added to an empty corner of an office building (Photo 30) or a locked room with standard racks and access limited to employees or tenants with a key. Secure bike parking can also be created in a parking lot with chain link fencing or an open rack near a parking attendant or guard (Photo 31). Secure bike parking facilities can also offer more comprehensive amenities including attended parking, bike repairs, restrooms/ changing rooms/showers, a small retail shop for essential bike accessories such as tubes and patch kits, a café and/or bike rentals. Most often these facilities are located at transit centers, where bicyclists can drop off their bicycle and connect to light rail, subway, or bus lines. Although they have long been popular in Europe and Japan, these types of facilities are now being operated in the US. Six such facilities are being operated by the Bikestation Coalition on the west coast of the US (Seattle, Palo Alto, San Francisco, Berkeley, Santa Barbara and Long Beach) while other cities like Chicago are operating their own facility. Indoor bicycle parking should be on a floor that has an outdoor entrance open for use and a floor location that does not require stairs to access the space; exceptions may be made for parking on upper stories with elevator access within multi-story buildings. Directional signs should be used to locate bicycle parking areas when it is not visible from the street. Photo 31 & 32: Secure bicycle parking is provided for Raytheon employees at the their Goleta worksite (right) and in a vacant corner of the office in the case of Yardi Systems (also in Goleta, CA). CHAPTER 4 - Parking and End-of-Trip Facilities: 4-3

40 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Figure 3: Common Bicycle Parking Racks* *Source: Portland Office of Transportation (1996) End-of-Trip Facilities, Figure 4.1. Portland Bicycle Plan. Portland, OR CHAPTER 4 - Parking and End-of-Trip Facilities: 4-4

41 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Showers and Changing Facilities A final need for some commuting cyclists is shower, locker, and changing rooms at trip destinations. For those cyclists needing to dress more formally, travel longer distances, or cycle during wet or hot weather, the ability to shower and change clothing can be as critical as bicycle storage. Some commuting cyclists have access to showers and lockers at their workplaces and new commercial developments are increasingly including the provision of showers and lockers for bike commuters. Other employers offer discounts at gyms as a health benefit, but commuting cyclists can take advantage of the shower and locker facilities if the gym is close to their workplace. There are few publiclyaccessible shower/locker facilities at this time in Santa Barbara County. Jurisdictions could consider partnering with local YMCAs or aquatic centers to offer commuting cyclists access to showers. The Bike-station in Santa Barbara has a shower and lockers available to paying members. Multi-modal Facilities Bicycle use would be more reasonable to many people if a short bike trip could connect to other services such as transit, trains or carpools. In order for this to be possible, end-of-trip facilities need to be available to bicyclists once they are ready to transfer to another service. This section discusses the necessary facilities to allow for a seamless transition between bicycles and these other transportation networks. Bicycles and Transit Improving the bicycle-transit link is an important part of making bicycling a part of daily life in Santa Barbara County. Linking bicycles to mass transit (both bus and rail) overcomes such barriers as lengthy trips, personal security concerns, and riding at night, in poor weather, or up hills. This link also enables bicyclists to reach more distant areas and can increase transit rider-ship on weekends and mid-day. The bicycle-transit link can also make transit less expensive. In suburban communities, population densities are often too low to offer transit service within walking distance of many commuters (which is about one-quarter of a mile) so residents drive their car to catch a regional bus service such as the Clean Air Express, VISTA Coastal Express or the Valley Express. As these lines become more popular, jurisdictions are going to be faced with the expensive reality of building more parking lots unless commuters can arrive to the transit connection without their cars. Many of the auto trips to park-and-ride lots are under five miles an easy bicycling distance for most adults. Photo 33: Casa Nueva s showering facility Photo 34: Breeze bus with bike racks full, the busbike option has been very popular for VAFB employees who have to travel 2-3 miles to get around the base during the work day. CHAPTER 4 - Parking and End-of-Trip Facilities: 4-5

42 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY Once bicyclists arrive to the transit connection, they need to be able to park their bicycles securely in a bike locker or take their bicycles with them on the bus. Virtually all of the transit providers in San Luis Obispo, Santa Barbara and Ventura Counties accommodate 2-3 bicycles on their buses. All modes of public transportation in the county are limited to a bike carrying capacity on transit and rails services in the Tri- Counties region. Park-And-Ride Lots. Both the Congestion Management Program and the Clean Air Plan encourage the use of park-and-ride lots throughout the region to reduce single occupant vehicle trips. Parkand-ride lots offer cyclists an option for intermodal connections and secure bike parking should be provided for bicyclists. Bike lockers offer the greatest protection both in terms of security and weather. There are currently 6 park-and ride lots in Santa Barbara County (two in Santa Maria, one in Lompoc, one in Santa Ynez and once recently completed in Buellton). Passenger Rail and Airports Secure bicycle parking should be provided at other points of inter-modal connection. To this end, the Action Element of the RTP as well as policies in this Plan (Chapter 7, Goal 2.3) recommends the installation of secure bicycle parking at the Santa Barbara Rail Station and the rail platforms at Carpinteria, Goleta, Guadalupe and Surf (near Lompoc), and at the airports. Bicyclists also have the option of bringing along their bicycles on AMTRAK s Pacific Surfliner and Starlight Express and many airlines allow a foldable bike to be brought as luggage for no extra fee. Conclusion In bicycle communities it is important to provide sufficient parking and end of trip facilities for the use of bicycle commuters. While working with the local government agencies to promote a healthy lifestyle and a cleaner alternative form of transportation, cyclists utilize these facilities for both safety and hygienic reasons. Bicycle friendly communities Photo 35 & 36: The City of Buellton and Caltrans recently completed a new Park & Ride lot (above), complete with bike lockers for inter-modal connection. Note the placement of a light near the lockers for added security. Amtrak s Pacific Surfliner has several cars that accommodate bikes. CHAPTER 4 - Parking and End-of-Trip Facilities: 4-6

43 SBCAG Regional Bicycle Plan: SANTA BARBARA COUNTY can increase bicycle commuting by the development and continued maintenance of the before mentioned facilities. End-of-Trip Facilities Definitions Common terms describing end-of-trip facilities are defined below. SHORT-TERM PARKING: Short-term parking should accommodate visitors, customers, messengers and others expected to depart within two hours. Effective short-term parking requires approved standard racks, appropriate location and placement (close to building entrances) and can also provide weather protection. LONG-TERM PARKING: Long-term bicycle parking should accommodate employees, students, residents, commuters, and others expected to park longer than two hours. Effective long-term parking should be provided in a secure, weather protected manner and location. Long-term parking facilities include bicycle lockers, a locked room with standard racks and access limited to member bicyclists or standard racks in a monitored location. STANDARD RACK: A non-enclosed rack that is designed to reasonably protect the wheels from accidental damage and allows use of a high security U-shaped lock to lock the frame and one wheel (see Table 4.1, Bicycle Parking Typology ). Photo 37: of Santa Barbara Airport s Bike Racks SECURE AND COVERED: As invulnerable as possible to theft and the elements, depending on an appropriate combination of parking type, location, and access. PLENTIFUL: Enough short- and long-term bicycle parking spaces to exceed peak season demand. Requests for additional bicycle parking, beyond existing code requirements, are to be met by the property owner. EASILY-ACCESSIBLE: Per local jurisdictions zoning code, bicycle parking should not be impeded by nearby stationary objects, parked bicycles or parked cars. ADJACENT TO DESTINATIONS: Short-term bicycle parking should be located no farther from the main entrance than the closest auto parking, and within 50 feet of a main entrance to the building. Close proximity to a main entrance is desirable for long-term parking but is not required. SHOWER AND LOCKER FACILITIES: Any facility providing showers, changing space, and permanent clothes storage lockers sufficient to the needs of bicycle commuting employees. Photo 38: Santa Barbara Bike station, 24 hr shower and changing facility located at 1219 Anacapa St. CHAPTER 4 - Parking and End-of-Trip Facilities: 4-7